Motorcycle Troubleshooting

Study Unit
Motorcycle Troubleshooting
By
Ed Abdo About the Author

Edward Abdo has been actively involved in the motorcycle and ATV industry for more than 25 years. He received factory training from Honda, Kawasaki, Suzuki, and Yamaha training schools. He has worked as a motorcycle technician, service manager, and Service/Parts department director. After being a chief instructor for several years, Ed is now the Curriculum Development Manager for the Motorcycle Mechanics Institute in Phoenix, Arizona. He is also a contract instructor and administrator for American Hondas Motorcycle Service Education Department.
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Preview
In this study unit, youll learn the art of diagnostics, which is essential to the troubleshooting process. Because its impossible to cover every type of motorcycle or ATV problem, well introduce basic diagnostic and troubleshooting techniques and concepts that you can apply to many different situations. Each major topic in this study unit includes a reference table that you can use as a guide when troubleshooting motorcycle or ATV problems. To get the most from this study unit, focus your attention on the concepts presented. Learning these concepts will allow you to build a solid foundation for developing your own troubleshooting expertise. When you complete this study unit, youll be able to Systematically approach motorcycle and ATV problems Troubleshoot engine problems Troubleshoot lower-end and exhaust-system problems Troubleshoot carburetor problems Troubleshoot ignitionsystem problems Troubleshoot electrical-system problems Troubleshoot chassis problems Troubleshoot hydraulic- and mechanical-brake problems Troubleshoot DC circuit-system problems
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Contents
NewITNaTbRleOoDfUCConTtIeOnNts ............................... 1
SYSTEMATICAPPROACHESTOSOLVINGPROBLEMS. . . . . . . . . . . . 2
Types of Problems Beginning the Troubleshooting Process Troubleshooting Guides
TROUBLESHOOTING A MOTORCYCLE OR ATV THAT WONT START . . . . . 6

Fuel Compression Ignition
TROUBLESHOOTING ENGINE LOWER-END AND EXHAUST SYSTEMS . . . . 11

Troubleshooting the Lower End Exhaust-system Troubleshooting
TROUBLESHOOTINGCARBURETORPROBLEMS . . . . . . . . . . . . . . . 14
Is It Rich or Lean? When Is the Problem Apparent? Other Carburetor-related Problems Carburetor Operation Summary Troubleshooting Suggestions
TROUBLESHOOTINGELECTRICALPROBLEMS . . . . . . . . . . . . . . . . 23
Charging-system Troubleshooting Ignition-system Troubleshooting DC Circuit Troubleshooting Electric Startermotor Troubleshooting
TROUBLESHOOTING CHASSIS PROBLEMS . . . . . . . . . . . . . . . . . . 35 CONCLUSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 ROADTESTANSWERS ............................53 EXAMINATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
INTRODUCTION
The ability to quickly and correctly troubleshoot motorcycle or ATV problems is the first sign of a competent technician. Proper diagnosis of a malfunction makes motorcycle or ATV disassembly, repair, and reassembly relatively simple. If a malfunction has been improperly diagnosed, the repair process can become long and tedious, or even impossible. In order to be a successful technician, you must possess proficient troubleshooting skills. First and foremost, troubleshooting begins with a thorough knowledge of the Parts of a motorcycle Job each part performs Effect each part has on overall motorcycle operation Types of failure symptoms that a bad part will cause Once youve gained this knowledge, troubleshooting becomes a systematic and controlled approach to solving a problem. When troubleshooting, youll need to Gather all available information about the machines malfunction Analyze the symptoms related to the problem Pinpoint the most likely cause of the problem The repair process doesnt begin until after youve gotten a clear picture of whats causing the problem. To achieve this picture, youll have to Mentally divide the motorcycle into sections (carburetion, engine, electrical, and chassis) Picture each component of every section Picture each component and its relationship to the other components and decide if each part is functioning properly For example, suppose a spark plug isnt firing correctly. You must envision the operation of the spark plug in relation to the other motorcycle systems. After doing this, youll have a variety of possible problems identified, besides the obvious conclusion that the spark plug is bad. The problem could be due to a dirty air filter thats creating an excessively rich fuel mixture. The source of the problem could also be the ignition circuit or the carburetor system.
2 Motorcycle Troubleshooting
Its imperative that you understand what youre trying to repair before disassembling a machine. Once you begin the disassembly process, the troubleshooting process is over. In our example, cleaning and replacing parts in the carburetor wont solve the problem if the cause is a faulty ignition. Therefore, ensure that youve truly isolated the problem before beginning any repair.
SYSTEMATIC APPROACHES TO SOLVING PROBLEMS

This section of the study unit concentrates on techniques that expedite the process of troubleshooting motorcycle and ATV problems. Developing a systematic approach to problem solving now will help you to perfect your skills as you gain experience.
Types of Problems
A symptom is an indication of an abnormal condition that you can recognize and identify. An example of a symptom would be a motorcycle thats making a ticking sound when its idling. The symptom helps you determine the cause of the problem. The following paragraphs cover three types of failures that you may encounter.
Constant Failures
A constant failure occurs when a symptom is always present. For instance, a motorcycle is functioning properly and without warning, the engine fails and the rear wheel locks up. The locked rear wheel is considered a constant failure.
Intermittent Failures
An intermittent failure isnt always present. This type of failure increases the difficulty of the troubleshooting process. For example, a particular motorcycle functions properly with the exception of occasionally blowing a fuse when the vehicle hits a pothole. The rider replaces the fuse and rides trouble-free until the problem recurs when another large bump is encountered. Chances are, this intermittent problem is caused by multiple factors. In this instance especially, a systematic approach to troubleshooting the problem is required. With any problem (performance, electrical, mechanical, or fuel), a systematic approach allows the problem to be diagnosed in a reasonable amount of time with a high degree of accuracy.
Motorcycle Troubleshooting 3
Improper-service Failures
An improper-service failure, as the name implies, is caused by a technician who made a mistake during the servicing of the equipment. Suppose a customer brings an off-road vehicle to your service department for a new set of tires and the technician servicing the vehicle fails to properly torque one of the wheel-retaining nuts and forgets to install a cotter pin on the rearaxle nut. Later this improper service causes the wheel to wobble and fall off while the customer is riding the machine. Obviously, most failures caused by improper service arent this dramatic. Its important not to overlook problems resulting from bad service when youre troubleshooting a vehicle.
Beginning the Troubleshooting Process

The proper method of diagnostic troubleshooting consists of four steps that must be followed in the proper sequence. Follow these steps for a foolproof approach to the troubleshooting and repair process. 1. 2. 3. 4. Verify the problem. Isolate the problem. Repair the problem. Verify the repair. When troubleshooting, you must observe the failure and verify that all of the information youve received is accurate and guides you to the trouble area. After youve completed the verification stage, youre ready to begin the isolation phase. Isolating a problem begins with the easiest and most obvious solution to the problem. As the simplest solutions fail to correct the problem, progression to more involved and difficult checks needs to be performed in a step-by-step manner. The most common diagnostic mistake is to overlook the obvious or easiest possible cause of a failure. For example, a motorcycle was functioning properly, then stalled and wouldnt restart. The owner took the motorcycle to a service station. The technician removed and checked the spark plugs, checked the air filter, replaced the battery, and performed compression and leakdown tests. When all was said and done, the problem was an empty fuel tank. Believe it or not, this situation isnt uncommon and results from poor troubleshooting skills (not starting with the simplest solutions first). The symptoms of a problem guide you to the specific system you should troubleshoot, provided you have an understanding of how each system works and what its responsible for. For example,
If the battery wont turn the engine over, you can assume that the machine has a worn-out battery or a charging system thats failing to provide a proper charge to the battery. If gasoline is leaking from the carburetor overflow tube, you can assume that theres an internal carburetor problem thats causing excessive amounts of gasoline to enter the system. As the severity of problems increases, the knowledge required to repair the problem increases. An example of this is poor engine performance. A performance problem could be
caused by an ignition- system failure, a mechanical engine problem, or even a fuel-related problem. Its imperative to use all available resources and any information you can gather from your customer to assist you in identifying which system is responsible for the problem. After youve isolated the problem, you must repair the problem. In order to repair the problem, you must refer to the specific service manual for the particular motorcycle or ATV youre servicing. When you complete the repair, you must verify the repair. If you cant verify that the repair was successful (the problem still occurs), you must repeat the troubleshooting process, beginning with the verification stage.
Troubleshooting Guides
The appropriate manufacturers service manual contains checklists or tables of possible operating troubles and their probable causes. These tables aid in troubleshooting and problem solving. All possibilities should be carefully checked because multiple factors may be causing the overall problem. Throughout this study unit, examples of typical problems and possible solutions are provided. These examples have been derived from current service manuals and technical guides. However, you should note that the specific troubleshooting sections of this study unit and in manufacturers service manuals are intended only as a guide to diagnosing problems. Always read the detailed information in the specific chapters of the appropriate service manual before performing service work on any system or major component. Remember to adhere to all cautions and warnings. As you learn more about various motorcycle and ATV systems, you may develop a tendency to troubleshoot problems based on your personal experience. This approach is a gamble that can occasionally save you time; but if you guess wrong, it costs you time and money. Dont be afraid to apply your experience to a good troubleshooting routine, but dont underestimate repairs because the failure looks familiar.
Locating and fixing a problem is very rewarding, provided you use good troubleshooting techniques. Furthermore, the more difficult the problem, the greater the reward when youve solved it. To be successful, the most important barrier to overcome is the lack of selfconfidence required to perform the job. Here are some things to keep in mind when youre troubleshooting a problem. Always think the problem through. Never overlook the obvious. Never assume anything. Never take shortcuts. Never make more than one change or adjustment at a time. Always use the appropriate service manual(s) for all removals, replacements, and adjustments. Remember to always verify the problem, isolate the problem, repair the problem, and most importantly, verify the repair. At the end of each section of Motorcycle Troubleshooting, youll be asked to check your understanding of what youve just read by completing a Road Test. Writing the answers to these questions will help you review what youve learned so far. Please complete Road Test 1 now. 1. Another word used to define a description of a problem is _______. 2. Where would you find a checklist or table of possible operating troubles and their probable causes? 3. What are the four procedures that must be followed when developing the proper method of diagnostic troubleshooting? 4. What are the three basic categories of troubleshooting problems on motorcycles and ATVs? 5. What one barrier must be overcome before you can troubleshoot any type of problem? Check your answers with those on page 53.
Road Test 1
TROUBLESHOOTING A MOTORCYCLE OR ATV THAT WONT START

A large number of problems can be responsible for a motorcycle or ATV that wont start. Frequently, only one of these potential problems occurs at a time, and correcting that problem allows the motorcycle or ATV to start and function properly. As mentioned, locating the problem can be a simple job if certain procedures are followed. The first step in troubleshooting a motorcycle or ATV that wont start is attempting to start the engine. As you attempt to rotate the engine using the kick starter or electric starter, observe the following: If the engine doesnt rotate If the engine makes unusual noises If engine compression is inadequate If any of the above conditions exist, the problem is internal and requires engine repair. If the engine fails to rotate when in neutral, the engine has seized and the problem lies within either the crankshaft, connecting rod, or piston. Repair of these parts was previously discussed in the engine top-end and lower-end study units. Engine rotation. When checking to see if the engine is rotating freely, you should also check the clutch. If the clutch is slipping badly, the engine may appear to rotate when in reality it has seized. If you suspect the clutch is the source of the problem, refer to your study unit discussing clutches. Unusual engine noise. There could be a wide variety of reasons for unusual noises coming from the engine. For example, a heavy clunking sound coming from the lower end could indicate a loose connecting rod. As you gain experience with motorcycles and ATVs, recognizing certain noises and identifying causes becomes an easy task. Compression. If the engine doesnt have proper compression (Figure 1), the problem probably lies within the pistons, rings, valves, or cylinder bore. If all lower-end parts appear to be in proper working condition, the problem must be related to combustion. Lower-end engine problems are discussed in detail as this study unit progresses. After youve completed the preliminary checks while attempting to start the engine, think about the three essential factors for proper combustion: fuel, compression, and ignition.
Fuel
FIGURE 1A compression check is shown here.
(Copyright by American Honda Motor Co., Inc. and reprinted with permission)
After excluding major engine trouble, proceed to inspect the fuel supply. When troubleshooting the fuel system, check the following: Fuel in the gas tank Fuel flow to the carburetor Fuel flow from the carburetor to the engine A plugged gas-tank vent, fuel shut-off valve, or gas line can be responsible for restricting the fuel supply to the carburetor. Trace through the system in search for blockage. Begin with the vent, then the shut-off valve (Figure 2), and finally the gas line. If any of the components are plugged or dirty, they must be cleaned.
FIGURE 2In order for fuel to flow from the fuel tank to the carburetor, the fuel shut-off valve must be in the ON position. (Image courtesy of Yamaha Motor Corporation, U.S.A.) 8 Motorcycle Troubleshooting
Compression Ignition
Restriction of the gas flow to the engine creates a lean fuel mixture and is indicated by a dry spark plug. Fuel flow from the carburetor to the engine can be interrupted by air leaks
between the carburetor and inlet manifold, or in the case of two-stroke engines, bad lowerend engine seals. Inspect and repair these parts as needed. A wet spark plug indicates a rich mixture. The supply of gas is more than the engine can burn (flooded). A rich mixture may be caused by A closed air choke valve (carburetor choke) A dirty air cleaner A stuck float If the problem is caused by a rich mixture, ensure that the choke is open. Then, check the air cleaner and clean as needed. Next, check the float shut-off level in the carburetor. A stuck float doesnt shut off the gas flow to the carburetor when requested. Repairing this problem requires the float bowl to be removed and fixed. Refer to your study unit on carburetion. The piston, rings, valves, and cylinder must form an airtight seal to compress the air-and-fuel mixture to the point where combustion occurs in the cylinder. These parts are checked using a compression gauge, as shown in Figure 1. Compression must be within factory specifications, which are provided in the appropriate service manual for the particular model youre working on. When working on four-stroke engines, if compression is low, you should perform a leakdown test (Figure 3). A leakdown test provides a more accurate indication of the area of the engine thats causing the problem. Always refer to the appropriate service manual, as well as the study units covering the upper-end engine assembly. Generally, as long as there is compression and the ignition system is working correctly, the engine will start (even if its receiving too much gas). Therefore, if compression and fuel flow are satisfactory, but the engine still fails to start, there may be a problem in the ignition system. Check the following items. Battery Fuses, connections, and switches Spark plugs Ignition system
Motorcycle Troubleshooting 9 FIGURE 3Shown here is a leakdown test being performed on a fourstroke engine. (Copyright by American Honda Motor Co., Inc. and reprinted with permission)
Check for the obvious. Ensure that all ignition-related switches are in the Run position. It isnt uncommon to find a motorcycle or ATV that wont start because an ignition switch is set to the Off position. Check the battery. Turn on the lights. If they burn brightly, the battery is probably all right. If the lights dont operate, check the fuse and replace if needed. If the fuse is good, the problem may be a discharged battery. A quick check of the battery can be made using a voltmeter. Connect the negative voltmeter lead to the negative battery terminal. Connect the positive voltmeter lead to the positive battery terminal. Read the voltage on the meter. The voltage should be within 0.5 volts of the specified voltage. In other words, a 12-volt battery should have a minimum reading of 11.5 volts. If the battery voltage is low, the battery must be recharged. If the battery is charged and the fuse is good, but the lights still fail to operate, inspect the connections of the battery cables to the battery terminals. The connections may be corroded, preventing the flow of current. Remove the cables or wires, clean the connections with a wire brush, and reconnect the cables to the battery. If you still dont have lights, there may be an open circuit in the wires or a switch. An open circuit means that the flow of electricity has been interrupted. To check for an open circuit in the lighting system, connect a test wire to the insulated side (not the grounded side) of the battery and to the lights. The lights should now light up. If the situation allows, use a test light to test electrical circuits. A test light is a bulb with one wire connected to the grounded side of the bulb and another wire to the filament. When the grounded side is connected to the frame or some other metal part, and the filament lead is in contact with the motorcycle battery, the bulb will
1. 2. 3. 4. 5. glow because a complete circuit has been formed. Ensure that the test bulb is of the same voltage as the battery in the circuit youre testing.
Check a spark plug. If the engine still wont start after checking compression, fuel flow, and current flow to the ignition circuit, check the spark plugs. Remove a spark plug and check the gap. Ensure that the gap hasnt been fouled by carbon deposits and the plug hasnt been flooded by gas. As we mentioned before, a wet spark plug can be caused by a rich fuel mixture or by a faulty ignition. Each time the engine revolves, gas is inducted into the cylinder. If the gas isnt burned each time, it will eventually flood the spark plug. If the plugs are gas-fouled, they must be cleaned or replaced; and then the spark plug must be tested to ensure that its firing properly. A common method of checking the plug for spark is to remove the plug from the cylinder, install the high-tension lead (wire from the coil to the plug) on the plug, and ground the metal portion of the plug to the cylinder head or engine. Then turn the engine over (be sure the ignition key is on). When the engine revolves, a sharp blue spark should jump the plug gap. No spark or a weak spark (red spark) indicates a faulty ignition system, which can be caused by multiple factors. If you dont get a sharp, blue spark when you perform this test, the spark plug itself may be bad. Repeat the procedure using a new plug. Troubleshooting faulty ignition systems is discussed in more detail as you proceed in this study unit. Check the ignition system. If a new plug doesnt produce a sharp, blue spark, proceed to the ignition-system troubleshooting section in the electrical section of this study unit to locate the problem. When a spark plug fires, the color of the spark in the electrode gap should be _______. If an engine is seized (mechanically bound) when its transmission is in the neutral position, what components may be the cause of the problem? If a four-stroke engine has a problem with the piston(s), rings, or valves, the engine will probably have low _______. When checking for a possible ignition-system problem, what should you check first? True or False? If a motorcycle or ATV wont start, generally there are at least three problems causing the failure. Check your answers with those on page 53.
Road Test 2
TROUBLESHOOTING ENGINE LOWER-END AND EXHAUST SYSTEMS

When troubleshooting a motorcycle or ATV, the problems will frequently be found in the fuel system, electrical system, upper-end assembly, or chassis. However, problems may also occur in the engine lower-end assembly. Troubleshooting the lower-end engine components follows a simple, step-by-step procedure of analyzing systems and tracing possible problems.
Troubleshooting the Lower End

You must have a thorough knowledge of all components of the lower-end assembly before you can begin troubleshooting. You must know what parts are used, understand how they work, and be aware of their relation to the entire system. After completing the primary aspects of troubleshooting, the first thing to do in checking the lower-end components (connecting rods, flywheel, bearings, and other related lower-end parts) is to turn over the engine using the kick starter or the electric starter. Compression should resist free starter movement, and there shouldnt be excessive noise from the bearings.
Crankshaft
Crankshaft-related problems generally consist of bearing or seal failure. Bearing failure is easy to diagnose because it causes only two symptoms. One is excessive noise, and the other is a frozen or seized engine. However, you mustnt forget that transmission and clutch drive problems can also cause excessive noise or make it appear that the engine has seized.
If you have an engine that cant be turned over using the starter, you should disconnect the engine-to-clutch drive and attempt to revolve the engine by hand. If the engine still wont turn over, youll know the problem lies in the engine itself and not in the transmission or clutch.
Transmission
The two most common symptoms found when diagnosing motorcycle or ATV transmission problems are The machine is hard to shift The transmission jumps out of gear The following table provides the most common causes of these problems in the order that theyre most likely to occur.
12 Motorcycle Troubleshooting Table 1 TRANSMISSION TROUBLESHOOTING Symptom Problem Hard to shift a. Improper clutch operation b. Improper clutch adjustment c. Incorrect or contaminated transmission oil d. Bent shift forks e. Bent shift shaft f. Damaged shifting drum Transmission jumps out of gear a. Worn transmission-gear dogs or slots b. Bent shift-fork shaft c. Broken shifting-drum stopper spring d. Bent shift forks e. Broken shift-linkage return spring
Two-stroke Pressure Testing

In a two-stroke engine, bad crankcase seals can prevent the air-and-fuel mixture from being transferred into the combustion chamber. The correct way to check for lower-end seal failure is to use a special crankcase pressure tool. This tool is connected to the intake manifold, and air pressure is pumped into the crankcase. If the pressure you pumped into the crankcase drops rapidly, you should suspect seal failure. To check for air leaks, smear soap suds (such as dish soap) around the seal. If theres a leak, the suds will bubble. Factory specifications require that the crankcase hold a given amount of pressure for a certain period of time. Refer to your service manual for this information. If the soap test doesnt indicate leaking seals and the engine wont hold pressure, suspect a leak in the case joints or the cylinder-to-crankcase gasket. Perform the soapsuds test on these joints. Note: The crankcase and transmission generally use a common casting, and air can leak from the engine case into the transmission case. If this is the problem, soapsuds placed around the transmission vent will bubble as air is pumped into the engine. Two-stroke engines with more than one cylinder have a separate crankcase cavity for each piston and rod. These cavities are separated from each other by seals, which are located on the crankshaft. Although each cavity is sealed, its possible for these seals to leak. Theres no way to check for this problem using soapsuds. The problem here is that you know theres a leak somewhere, but you havent been able to locate it. Use the following test to determine if theres a leak between the cylinders.
Plug all of the intake and exhaust ports. Pressurize the entire engine using the pressure tool. If the leak is between cylinders, filling the entire engine should cause pressure to hold as specified in the service manual. This test is important because the motorcycle owner will often want to know what the problem is and how much work is involved before you begin any repairs. By using this test you can determine if its necessary to take the engine entirely apart in order to repair it.
Exhaust-system Troubleshooting
If youve excluded the upper-end assembly, lower-end assembly, ignition system, and carburetion system, but are still experiencing poor engine performance, you must troubleshoot the exhaust system. Ensure that the exhaust system is clear of any obstructions that would prevent the burned gases from escaping the engine. Plugged exhaust systems
will restrict the airflow into and out of the cylinder. This is especially true with two-stroke engines because they have oil mixed directly with the fuel and expel the oil through the exhaust system. 1. What symptoms are most likely to occur when an engines crankshaft bearing fails? 2. What are the two most common symptoms found when troubleshooting a transmission problem? 3. True or False? In a multicylinder two-stroke engine, the cylinders are separated from each other by seals located on the crankshaft. 4. What common exhaust problem (especially on a two-stroke engine) causes the engine to perform poorly? 5. What is the proper way to check for bad crankcase seals in a two-stroke engine? Check your answers with those on page 53.
Road Test 3
TROUBLESHOOTING CARBURETOR PROBLEMS

Is It Rich or Lean?
Carburetor troubleshooting is one of the most common motorcycle and ATV repair jobs. Carburetor troubleshooting can be a simple, straightforward, rewarding procedure, or a tedious, complicated, unrewarding chore. The difference between these two extremes lies within your approach to problem solving. You can randomly disassemble and replace components, or you can take a systematic, step-by-step approach. Usually, carburetor problems are based on an improper fuel-and-air mixture thats either too rich or too lean. Observe the engine exhaust and check the condition of the spark plug to determine whether the mixture is too rich or too lean. Always keep in mind that a rich or lean mixture can have more than one cause. A rich mixture can be caused by too much fuel or not enough air. A lean mixture can be caused by too much air or not enough fuel. After a carburetor has been classified as too rich or too lean, the next step is to determine which throttle position is causing the malfunction. The following paragraphs provide some common symptoms of an excessively rich or lean carburetor situation.
Common Symptoms of a Rich Carburetor Mixture

Engine runs rough and/or misses. If this occurs in a two-stroke engine, its known as fourstroking. This problem results from occasional, incomplete combustion inside the engine. Excessive exhaust smoke. In a two-stroke engine, this is sometimes difficult to determine because exhaust smoke is common in most two-stroke motorcycles, and most visible twostroke exhaust is oil. In a four-stroke engine, the smoke will be black in color. Engine performance decreases as it warms up. The air-and-fuel mixture must be rich when the engine is cold. As the engine warms, the rich mixture is no longer needed. An engine with a rich mixture will cause the engine to run poorly as it reaches normal operating temperature. Spark plugs are fouled black with carbon deposits. Carbon deposits are relatively dry and free of oil, as well as being soft and easily removed. Dont confuse this with excess oil. If the dark deposit on the plug is wet and oily, it isnt primarily carbon. Removing the air filter improves engine performance. Even if the air filter is clean, it restricts airflow to the engine. Eliminating this
restriction allows more air into the engine. If the fuel-and-air mixture is too rich, removing the air filter will make the engine run better.
Common Symptoms of a Lean Carburetor Mixture

Engine overheats. This is difficult to verify from external evidence. Severe detonation can be present and isnt always heard when it occurs. Engines with a chrome exhaust system will show signs of recent severe bluing near the exhaust port. If the bluing appears to be getting
worse, the engine is probably running too hot. Activating the choke improves engine performance. This simply richens the mixture and is only a temporary cure to the problem. Spark plugs have a burned white appearance. If spark plugs are used in a lean-mixture condition for an extended period of time, the electrodes of the spark plugs will be burned away. Engine speed fluctuates. Its not uncommon for a lean-fuel mixture to cause an engine to fluctuate or surge even though the throttle is at a constant position. Engine noticeably lacks power. Compare the power of a particular engine to what it should have. Low power can be dangerous, as the risk of engine seizure is greatly increased with an overheating engine. A considerable difference in power can be a result of a lean carburetor.
When Is the Problem Apparent?

After determining whether the mixture is too rich or too lean, you must determine in which throttle position the problem occurs to know which circuit needs repair. Before starting to work on the carburetor, you should always check out some of the external items that can affect carburetion. If the mixture appears rich, check the air filter and the cable to the carburetor choke. If the air cleaner is excessively dirty, the air will have difficulty getting to the engine. If the choke cable is too tight, the choke will be allowing extra fuel into the venturi or cutting off the air supply, depending on the cold- starting device used on the carburetor. If the mixture is too lean, ensure that the fuel is flowing properly from the fuel tank. Also, inspect the intake manifold for air leaks. If everything on the external side of the engine is in proper working order, the carburetor will most likely need repairing. The following tables are divided into throttle ranges and provide common causes of rich and lean mixtures. Also included are common repairs for each situation, as well as suggestions to follow if none of the common problems are present.
16 Motorcycle Troubleshooting Table 2 CARBURETOR TROUBLESHOOTING 0 1/4 THROTTLE OPENING Too Rich Too Lean Problem Remedy Problem Remedy Choke activated Pilot air passage blocked Pilot jet loose Pilot jet air bleed blocked Fuel level too high Verify that the choke is in the Off position Blow out passage area with compressed air Tighten jet Clean jet with compressed air Adjust level as per service manual Carburetor mounted loosely Pilot jet plugged Pilot outlet or bypass ports clogged Fuel level too low Tighten carburetor Clean jet with compressed air Clean with compressed air Adjust level as per service manual Lean the mixture by turning the adjustment screw 14 to 12 turn. (Check service manual to determine if adjustment is CCW or CW) Richen the mixture by turning the adjustment screw 14 to 12 turn. (Check service manual to determine if adjustment is CCW or CW) Table 3 CARBURETOR TROUBLESHOOTING 1/4 1/2 THROTTLE OPENING Too Rich Too Lean Problem Remedy Problem Remedy Pilot jet loose
Pilot air passage obstructed Primary air passage blocked Needle jet/jet needle worn Tighten Clean with compressed air Clean with compressed air Replace Needle jet blocked Pilot outlet or bypass ports clogged Main jet clogged Fuel level too low Clean with compressed air Clean with compressed air Clean with compressed air Adjust as needed Main jet loose Tighten Fuel level too high Adjust as needed Air filter excessively dirty Clean or replace If none of the above appear to help the problem, try fitting a slide with a larger cutaway. If none of the above appear to help the problem, try fitting a slide with a smaller cutaway. Motorcycle Troubleshooting 17 Table 4 CARBURETOR TROUBLESHOOTING 1/2 3/4 THROTTLE OPENING Too Rich Too Lean Problem Remedy Problem Remedy Needle jet/jet needle worn Replace Main jet clogged Clean with compressed air Main jet loose Tighten Needle jet blocked Clean with compressed air Primary air passage blocked Clean with compressed air Fuel level too low Adjust Fuel level too high Adjust Air filter excessively dirty If none of the above appear to help the problem, lower the needle one position. Clean or replace If none of the above appear to help the problem, raise the needle one position. Table 5 CARBURETOR TROUBLESHOOTING 3/4 FULL THROTTLE OPENING Too Rich Too Lean Clean Clean Adjust Problem Main jet loose Remedy Needle jet/jet needle worn Air filter clogged Fuel level too high If none of the above appear to help the problem, install a smaller main jet. If none of the above appear to help the problem, install a larger main jet. Remedy Problem Tighten
Main jet clogged Replace Needle jet clogged Clean or replace Fuel level low Adjust
Other Carburetor-related Problems

Aside from the carburetor problems previously discussed, other common problems will appear from time to time. The most common of these problems is water in the float bowl. Water is heavier than gasoline and will penetrate the circuits of the carburetor and eventually reach the engine. When this occurs, the engine runs rough or not at all. Draining the float bowl cures the symptom; but ultimately, the cause needs to be corrected. Water in the system. Often washing a motorcycle or ATV with a high-pressure hose causes water to penetrate the sealing area between the air filter and carburetor or the seal of the gas cap. If water penetrates either area, it eventually enters the carburetor and causes problems. Carelessness when washing a motorcycle or ATV causes this to become a recurring problem.
Clogged fuel-tank vent. Another widespread and potentially baffling problem is a clogged fuel-tank vent. Normally, air enters the tank through the vent and replaces the space left by the fuel as its burned. If the vent is clogged, a vacuum is created in the fuel tank and can restrict the flow of fuel. This restriction can sometimes be enough to cause the engine to stall. Given this scenario, the rider opens the fuel cap to ensure that theres gas in the tank. Opening the fuel tank destroys the vacuum, the rider sees fuel, and starts the motorcycle or ATV. The machine functions properly for a few more miles until the vacuum is re-created and the fuel flow is slowed or stopped. In addition, a clogged fuel-tank vent can cause a carburetor-flooding condition. If the fuel tank is exposed to intense heat, such as the hot sun, gasoline vapors will expand. If the fuel vent is plugged, the vapors create pressure inside the tank. This pressure can force gasoline past the carburetor float valve into the float bowl and into the engine. This type of problem is rare and isnt usually anticipated. When confronted with a baffling carburetion problem, exercising common sense is the only way to rectify the problem. Follow these basic tips when youve reached an impasse. Remove yourself from the situation and consider the total process of carburetion. Thoroughly think out all options before doing anything drastic. Implement one change at a time; multiple adjustments made simultaneously amplify the problem.
Carburetor Operation Summary

A complete understanding of how the carburetor on a motorcycle or ATV functions is critical to the troubleshooting process. The following paragraphs provide a basic summary of the internal workings of a carburetor. For a detailed description of carburetion operation, refer to the study unit on fuel systems. The fuel petcock allows the fuel to flow past the float valve and into the float bowl (Figure 4). The level of fuel rises in the float bowl and lifts the float, which, in turn, operates the float valve. When the correct fuel level is reached, the float causes the float valve to contact the valve seat and stop the flow of fuel. If the choke valve or enrichment valve (Figure 5) is turned on, the incoming air supply is restricted. This allows a rich mixture to enter the carburetor. When the engine is turned over, air and fuel are drawn into the carburetor venturi. The air and fuel are mixed with the pilot (or slow) system. Slow-system air and fuel enter through passages in the carburetor body and are metered by the pilot mixture screw. Fuel is drawn up from the float bowl through the low-speed jet. Air-bleed holes in the jet allow the fuel to be atomized slightly as its mixed with the
incoming air. The mixture is then drawn into the venturi through the bypass and outlet ports
in the circuit.
FIGURE 4A Typical Float Chamber (Copyright by American Honda Motor Co., Inc. and reprinted with permission) FIGURE 5The choke and enrichment valves control the flow of fuel to the engine. (Copyright by American Honda Motor Co., Inc. and reprinted with permission) 20 Motorcycle Troubleshooting FIGURE 6The jet needle lets more fuel into the carburetor venturi as it rises in the slide. (Copyright by American Honda Motor Co., Inc. and reprinted with permission)
After the engine warms up and is idling on the pilot system, the choke system is no longer required. When the rider applies more throttle, the carburetor throttle slide begins to lift, allowing more air flow under the slide. At about 1 4 throttle, the first tapered section of the jet needle arrives at the top of the needle jet, and fuel begins to flow out of the clearance between the needle jet and the needle (Figure 6). This clearance increases as the slide is lifted, up to about 1 2 throttle. At 1 2 throttle, the second needle-jet taper section begins to take effect. This second taper changes the rate at which fuel flows into the engine, allowing an accelerated fuel flow into the venturi. Fuel for the main system is drawn up from the float bowl through the main jet and the needle jet. As the fuel exits the needle jet, its mixed with air thats metered by an air jet in the primary air passage. The fuel and primary air are mixed, aiding in the atomization process; the mixture is then drawn into the venturi. At about 3 4 throttle, the clearance between the needle jet and the needle is so large that the main jet meters the fuel as it enters the carburetor. Maintenance procedures such as setting the idle speed, synchronizing multiple carburetors, and adjusting cable free play are explained in detail in the individual service manuals. Specifications for the jet needle, air-and-fuel mixture screw, and float level are also found in the service manuals. The settings contained in these manuals are standard recommendations. Some modifications may be necessary to accommodate specific conditions or riding habits.
Troubleshooting Suggestions
The following table (Table 6) provides common carburetor symptoms and problems. Use the table as a general guide to diagnosing problems, using a systematic approach. Always read the appropriate chapters of the specific service manual before performing any maintenance, and strictly adhere to all warnings and cautions. Youll have much better success when troubleshooting a carburetor if you use the following guidelines instead of personal experience or your neighbors advice.
Engine wont start Lean mixture Rich mixture y No fuel to carburetor y Too much fuel to the engine y Intake air leak yFuel contaminated or deteriorated y Pilot (or slow) circuit clogged y Pilot jet clogged y Float level too low y Fuel line partially restricted y Carburetor air vent not operational y Intake-manifold air leak y Fuel pump not working properly y Vacuum piston faulty (CV carburetor) Hesitation during acceleration y Choke valve left in the On position y Float valve leaking y Float level too high y Carburetor air jets clogged y Air filter element excessively dirty y Accelerator pump malfunction Symptom Problem Table 6 CARBURETOR TROUBLESHOOTING CARBURETOR-RELATED PROBLEMS
(Continued)
22 Motorcycle Troubleshooting CARBURETOR TROUBLESHOOTING CARBURETOR-RELATED PROBLEMS Symptom Engine stalls, hard to start, rough idling Backfiring or misfiring during deceleration Backfiring or misfiring during acceleration
Poor driveability and poor fuel economy Problem y Fuel line restricted y Ignition-system malfunction y Fuel mixture incorrect y Fuel contaminated/deteriorated y Intake-manifold air leak y Idle speed not properly adjusted y Fuel pump not operating correctly y Low-speed mixture screw misadjusted y Pilot-circuit or starting-enrichment valve circuit clogged y Float level incorrect y Fuel tank breather clogged y Evaporative-emission carburetor air-vent control valve faulty y Evaporative-emission purge-control valve faulty y Air-cutoff valve inoperable y Lean mixture in pilot circuit y Secondary air-supply system faulty y emission-control system faulty y Ignition system faulty y Fuel mixture too lean
Table 6Continued
Hose of
Table 6 y Fuel system clogged y Ignition malfunction y Faulty evaporative-emission carburetor air-vent control valve y Damaged/misconnected emission-control system hose Motorcycle Troubleshooting 23
1. When a two-stroke engine is functioning poorly and misfiring, this condition is referred to as _______. 2. If you turn on the choke and the engine runs better, this generally indicates a _______ carburetor mixture problem. 3. _______ is a common contaminant that penetrates the float bowl and causes the engine to run rough or not at all. 4. If youve determined that a carburetor has an excessively rich mixture, what should you check first? 5. If the engine runs worse as it warms up, this generally indicates a _______ carburetor mixture problem. 6. True or False? A clogged fuel tank vent can cause a carburetor flooding condition. 7. True or False? A carburetor with a float-level adjustment thats too high will have a lean mixture. 8. A motorcycle or ATV that backfires or misfires during deceleration most likely has a _______ mixture condition in the pilot circuit. 9. If the spark plugs are fouled black with carbon deposits, you should look for a _______ carburetor mixture problem. Check your answers with those on page 53.
Road Test 4
TROUBLESHOOTING ELECTRICAL PROBLEMS

Of all problems that come into a motorcycle or ATV service department, electrical-system problems are usually considered the most difficult to troubleshoot and repair. One of the reasons for this is that many technicians dont fully understand electrical systems, and they cant actually see the electrical system working. They only know the symptoms. For instance, if a charging system stops functioning, you cant see that electricity isnt being produced. All you know is that the battery is dead. But, if a tire goes flat, you can see the result of the problem as well as the nail that caused it!
After youve mastered the ability to properly and quickly analyze electrical problems, youll
become a valuable asset to any motorcycle or ATV service department. With a complete understanding of how the electrical systems in motorcycles and ATVs work, you should never take more than an hour or so to diagnose any electrical problem! To help you categorize electrical-system problems, well break down this section of your study unit into four basic areas: charging systems, ignition systems, DC circuits, and electric starter-motor troubleshooting.
Charging-system Troubleshooting
The symptoms found in a charging system thats not operating properly are simple and straightforward. The motorcycle or ATV charging system is either not charging or overcharging! In the case of a system thats not charging, the battery will eventually go dead, and the electrical components will no longer function properly. On some older motorcycles that are used often at night and run at constant low speed with the headlight turned on, the battery may become weak and require charging. This may occur because many older motorcycles had charging systems that didnt function to their full potential until they were running at higher engine rpm. Charging systems in most of todays motorcycles and ATVs are designed to provide more-than-adequate electrical output whenever the vehicle is being operated. If a battery constantly discharges even though its been properly maintained and the vehicle has been used frequently, check the charging system before replacing the battery with a new one. Batteries can be quite expensive! In the case of an electrical charging system thats overcharging the battery, there will undoubtedly be a faulty component in the charging systemmost likely, the voltage regulator. Troubleshooting electrical problems isnt difficult. As a matter of fact, its one of the cleanest jobs youll be required to do! In most cases, the causes of the problems are as simple as a dirty or loose connection. One manufacturer has let it be known that out of every 150 charging-system components that are returned for warranty purposes, only one is actually defective! This tells us that as the technician is diagnosing the problem in the charging system, he or she is fixing the problem without even knowing it! Over 85% of all chargingsystem-related problems are connection-related, and not actual component problems! Be sure you know the color codes used for wires before beginning to work on an electrical problem. Every manufacturer uses different color wires for their electrical circuitry. As you perform each step in the troubleshooting process, check to see if youve corrected the problem.
Charging Systems That Discharge or Charge Poorly

After youve verified the complaint, visually check all of the related charging-system wires and connections for damage which may result in a short-circuit (Figure 7). Check the wires between the AC generator and the regulator/rectifier, and between the regulator/rectifier and the battery.
FIGURE 7Inspect all wiring and terminals for damage. (Copyright by American Honda Motor Co., Inc. and reprinted with permission)
Carefully inspect the battery terminals to ensure that the electrical connections are clean and secure (Figure 8). Many charging systems use external grounding on their regulator/rectifiers. Be sure to inspect all grounds very closely. Remember that electricity must always have a completed path through ground. Also, while checking the regulator/rectifier, make sure that its properly ventilated.
FIGURE 8Be sure that the battery has tight and clean connections. (Copyright by American Honda Motor Co., Inc. and reprinted with permission) 26 Motorcycle Troubleshooting
If the system is charging, but not to the specifications given by the manufacturer, the problem
is most likely a loose or dirty connection. After youve visually inspected all of the wires and connectors and found no obvious problems, disconnect the charging-system-related connectors and inspect the terminals closely for corrosion or loose connections. In many cases, just disconnecting and reconnecting a connector or coupler can repair the chargingsystem problem if it was dirty or corroded. Clean any contaminated terminals with a highquality contact cleaner and use dielectric grease when reconnecting the wires. If the charging system is still not operating correctly after inspecting all connections, check the AC generator wires for continuity between terminals and between each terminal and ground. The generator specifications are contained in the appropriate service manual. If the generator has a field coil, check the continuity of the coil. Next, check the output voltage of the generator with the engine running, by attaching the leads from your multimeter to the generator. You should get a reading of approximately 1215 Volts AC at each of the connectors in a 12-volt system. The next item to check is the wire thats connected from the regulator/ rectifier to the batterys positive terminal. Disconnect the wire from the battery and check it for continuity. When you reconnect the wire, make sure that the connection is clean and tight. Start the engine and listen for any abnormal noises or sounds in the charging-system rotor area. If you hear anything unusual, remove the cover and inspect the rotor for damage. Sometimes a minor accident where the motorcycle was tipped over can cause rotor damage. If the motorcycle or ATV is still not charging properly, try replacing the regulator/rectifier with a known good unit.
Charging Systems That Overcharge

The main symptoms of overcharging are usually the rapid use of battery electrolyte, which can lead to battery damage, and lights that are frequently burned out. Overcharging occurs when the voltage regulator portion of the regulator/rectifier isnt functioning properly. If the regulator/rectifier has a wire to detect voltage from the battery, check the wire for damage and for a good connection. Also, check that the terminals of the regulator/rectifier coupler are clean. Use the following tables to supplement the basic charging-system troubleshooting procedures weve discussed. The troubleshooting procedures in the tables can be used for any charging system.
Motorcycle Troubleshooting 27 Table 7 CHARGING-SYSTEM TROUBLESHOOTING DISCHARGING OR WEAK CHARGING SYSTEM Step If Measurement Is Correct If Measurement Is Incorrect 1. Measure the charging voltage at the battery with the engine running at the specified rpm. a. Check the battery for amperage loss with the key in the Off position. If excessive amperage is being drawn, locate and repair. b. Check the battery with a load tester. Replace battery if necessary. Go to step 2. 2. Check the voltage between the batterys positive terminal and the ground side of the regulator/rectifier while the engine is running. The problem is fixed. a. b. c. Check for an open circuit or short in the wire harness. Check for poor connections. Go to step 3. 3. Check the stator resistance at the point where it connects to the regulator/rectifier with the coupler disconnected. Go to step 4 (if applicable) or step 5. a. Theres a poor connection at the coupler. b. The charging coil is defective. 4. Check for field coil resistance (if applicable). Go to step 5. a. Check for an open circuit. b. The AC generator field coil is defective. 5. Measure the charging voltage at the battery at the specified engine rpm.
The battery is defective. Go to step 6. 6. Replace the battery with a fully charged battery thats known to be good. The battery is defective. The regulator/rectifier is defective. Table 8 CHARGING-SYSTEM TROUBLESHOOTING OVERCHARGING CHARGING SYSTEM Step If Measurement Is Correct If Measurement Is Low 1. Check for continuity between the regulator/rectifier ground wire and chassis ground. Go to step 2 (when applicable) or step 3. a. Check for proper connections at the regulator/rectifier. b. Check for an open circuit in the wire harness. 2. Check for proper resistance of the field coil wire at the regulator/rectifier coupler (when applicable). Go to step 3. a. Check for a short circuit in the field coil. b. Check for a short in the wire harness. 3. Replace the battery with a fully charged battery thats known to be good. The battery is defective. Replace the regulator/rectifier. 28 Motorcycle Troubleshooting
Ignition-system Troubleshooting No Spark

After youve determined that a motorcycle or ATV engines ignition system isnt producing a spark, the next step in the troubleshooting procedure depends on the type of ignition system. If the ignition system uses a breaker-points assembly (Figure 9), the points and condenser are the most likely cause of the problem. To check the points, remove all necessary covers and components. Check the contacts for pitting; check for dirt or moisture between the contacts.
FIGURE 9A Breaker- points Assembly
In an electronic ignition system, the problem of no spark may be caused by several different components. Fortunately, all of these components are easy to check. First, check to make sure that the engine stop-switch wire or grounding wire is properly connected and not shorted out. Then, check for proper connections at all of the ignition-related components. If these items appear to be good, check for proper resistance at the pulse generator and exciter coil (CDI ignitions). If all of these components are in proper working order, the problem is probably a failure in the ignition control module (ICM). Replace the ICM with a known good component and test the engine. If the engine operates properly, you can assume that the ICM was the problem. In a CDI system, if the engine still wont start, the flywheel key (Woodruff key) may be sheared (Figure 10) or the flywheel magnets may have lost their magnetism. Remove the flywheel to check for these conditions. In most motorcycles and ATVs, its very easy to remove and replace ICMs; but this component is usually quite expensive, so its important to check all other components before replacing an ICM. Note that some manufacturers offer a testing device thats used to test the condition of ICMs. However, this piece of equipment is quite expensive, and most motorcycle shops dont have it. Remember that ICMs are very reliable, and the problem is likely to be found in another area of the ignition system.
Motorcycle Troubleshooting 29 FIGURE 10A sheared flywheel key can cause ignition failure.
In a battery-type ignition system, a weak battery can cause ignition failure. Check the battery using a voltmeter to see if the proper voltage (approximately 12V) is present. Remember that the ignition switch or safety interlock switches can also be the cause of spark failure.
Weak Spark
A weak-spark condition can be caused by many factors. In a breaker- points-and-condenser system, a weak spark is often caused by pitted or dirty points or a faulty condenser. If the point gap is too large, a weak or mistimed spark can result. A weak spark can also be
caused by a defective ignition coil. In a battery-ignition system, a weak spark may be due to low battery voltage. A low voltage wont allow the proper strength of magnetic field to be created across the coil windings. Bad battery contacts, bad ignition-switch contacts, or a faulty connection at any wire in the ignition system can also cause a weak-spark condition. In a magneto system (including CDI systems with electronic switching components), a weak spark can be caused by weak flywheel magnets. The permanent magnets used in a flywheel rarely fail. However, these magnets can lose their magnetism over time, or as a result of an impact to the magnets. You can test the magnets by placing the blade of a large screwdriver about one inch away from the magnets. At this distance, you should feel a strong pull on the blade of the screwdriver. If the pull is weak, the flywheel should be replaced. Although quite rare, a defective electronic-ignition module may also cause a weak spark. As we mentioned earlier, its unlikely that the ignition module will fail; but if it does, it will likely cause a complete ignition failure.
Mistimed Spark
A mistimed ignition spark will usually be noticed as a hard-to-start or a pinging engine. In a breaker-points system, the point gap is critical to ignition-system timing. The point gap must be set to the manufacturers specifications as given on the engine plate or in the service manual. On electronic ignition systems, the position of the pulse generator and its air gap play an important part in ignition timing. Some electronic- ignition systems have slots in their pulsegenerator coils that allow both up-and-down and side-to-side motion. This type of pulser coil is said to have both an air-gap adjustment and an edge-gap adjustment. In such an engine, the edge gap should be adjusted using the timing marks provided by the manufacturer. Another possible problem with a mistimed electronic ignition is that the flywheel key has sheared. A partially sheared key will be bent, while a completely sheared key will be cut in half. A partially sheared key (Figure 11) will cause the flywheel to be out of alignment with the crankshaft, resulting in a mistimed spark. If the key is completely sheared, the engine probably wont start at all. If the key is partially sheared or completely sheared, replace it with a new key.
FIGURE 11A partially sheared key will appear as if the top and bottom sections of the key are offset from each other.
As we did with the charging-system portion of our troubleshooting discussion, well give you two troubleshooting guideline tablesone for CDI systems and one for battery-powered electronic-ignition systems. In a CDI system, remember that the ignition system is powered by the exciter coil. The pulse generator triggers the ignition, and the ignition is normally shut off by grounding the ignition circuit.
Motorcycle Troubleshooting 31 Table 9 CDI IGNITION TROUBLESHOOTING NO SPARK OR WEAK-SPARK CONDITION Step Action 1. Disconnect the coupler at the CDI unit. a. Check for a proper ground connection. b. Measure the resistance of the exciter coil. c. Measure the resistance of the pulser coil. d. Measure the resistance of the ignition-coil primary windings. Note: If any of the above have an open or short circuit, measure the resistance of the component at the coupler closest to the component. 2. Check for continuity between chassis ground and the ignition stop-switch wire at the ICM. a. In the Run position, there should be no continuity. b. In the Off position, there should be continuity. Note: If theres continuity when the switch is in the Run position, disconnect the stop switch and check for a spark. 3. Measure the resistance of the ignition-coil secondary winding. a. If the winding is open, remove the spark-plug cap and retest. b. If the winding is still open after the above test, replace the coil.
4. The exciter coil, pulser coil, ignition coil, and the engine-stop switches have all tested good, and all connections have been verified. Replace the ICM. Table 10 BATTERY-POWERED ELECTRONIC-IGNITION-SYSTEM TROUBLESHOOTING NO SPARK OR WEAK-SPARK CONDITION Step Action 1. Disconnect the coupler at the ICM. a. b. c. Check for a proper ground connection. Measure the resistance of the exciter coil. Measure the resistance of the ignition-coil primary windings. Note: If any of the above have an open or short circuit, measure the resistance of the component at the coupler closest to the component. d. Measure the battery voltage at the ICM with the ignition switch in the On position. 2. Measure the resistance of the ignition-coil secondary winding. a. If open, remove the spark-plug cap and retest. b. If still open after the above test, replace the coil. 3. The battery has voltage at the ICM, the pulser coil, ignition coil, and the engine-stop switches have all tested good; and all connections have been verified. Replace the ICM. 32 Motorcycle Troubleshooting
DC Circuit Troubleshooting
The battery in a motorcycle or ATV provides electrical energy to operate the ignition and many other electrical components. Because there are too many components to cover in this study unit, well focus on two components that youll frequently encounterlights and switches.
Light Bulbs
Burned-out light bulbs are replaced and not repaired. To check a bulb that has been removed from a circuit, you can use a battery and two wires. One wire is connected to the negative side of the battery and to the ground on the light bulb. The other wire is connected to the positive side of the battery and to the insulated side of the light bulb. If the bulb is good, it should light. An ohmmeter can also be used to check light bulbs that have been removed from the circuit. Connecting one lead wire to the ground of the light bulb and the other to the insulated side of the bulb should cause the ohmmeter to show continuitythat is, a complete circuit. Some light bulbs of different wattage and voltage are the same physical size, so always be sure that the replacement bulb is the same voltage and wattage as the one removed. Check the service manual if you arent certain about what size bulb should be installed. Remember that a 12-volt system must use 12-volt bulbs and a 6-volt system must use 6-volt bulbs. Light bulbs can become defective because of the motorcycle or ATV vibration. Vibration can cause the filament inside the light bulb to break. When this happens, the light bulb must be replaced. Another problem that you may encounter results from a loose connection in the light bulb socket or circuit. This condition can cause the bulb to get brighter and dimmer, flicker, or not light at all. This problem is corrected by repairing or tightening the faulty connection.
Switches
Switches are designed to open and close a circuit. You can check a switch using an ohmmeter. The ohmmeter should indicate continuity when the switch is in the On position and shouldnt indicate continuity when the switch is in the Off position. If a switch is defective, it must be replaced.
Electric Starter-motor Troubleshooting

There are four main troubleshooting problems that occur with motorcycle and ATV electric starter systems: The starter motor turns slowly. The starter solenoid makes a clicking sound, but the engine doesnt turn over. The starter motor turns without turning over the engine. The
starter motor doesnt turn at all. Refer to the following table to troubleshoot these starter motor problems.
Table 11 ELECTRIC STARTER-MOTOR TROUBLESHOOTING Symptom Cause Problem Starter motor turns slowly Low charge in the battery a. b. c. Check for a loose battery connection. Check for a loose starter-motor cable. Check for a faulty starter motor. Starter motor turns, but the engine doesnt turn over Starter motor is turning backwards due to improper brush installation or improper terminal connection a. Check for a worn starter clutch. b. Check for a worn starter pinion gear. c. Check for worn or damaged starter-motor idler or reduction gears. d. Check for a broken starter-motor chain. Starter motor does not turn at all Faulty fuse or safety device a. Check all fuses. b. Check all safety devices such as transmission and side-stand lockout devices. The starter solenoid makes a click sound Faulty solenoid switch or starter motor a. Connect the starter motor to a battery source that is known to be good. (Use large-diameter wire for this due to the heavy current flow.) b. If the starter motor turns, the solenoid switch is faulty. c. If the starter motor doesnt turn, the starter motor is defective.
(Continued)
34 Motorcycle Troubleshooting Symptom The starter solenoid does not click Table 11 ELECTRIC STARTER-MOTOR TROUBLESHOOTING Cause Problem Faulty switch a. Disconnect the starter solenoid switch coupler and check for continuity from the ground side of the relay to ground. b. If theres no continuity, check the following as applicable: neutral switch; clutch switch; starter switch; side-stand switch; open circuit in the wiring harness. c. If theres continuity, reconnect the solenoid switch connector and measure the voltage at the connector. d. If theres no voltage, check the following: ignition switch; break in the wire harness; loose connection at the coupler. e. If theres voltage, replace the solenoid.
1. True or False? Blown light bulbs can be repaired. 2. What are the two main problems associated with charging systems? 3. A switch should show that it has continuity when its in the _______ position. 4. Why is it important to thoroughly check for other failures before replacing an ICM? 5. True or False? Its very rare that a flaw in an ICM causes a weak spark. 6. If a charging system is overcharging, the _______ is most likely the faulty component. 7. True or False? The ICM is often the cause of charging system failures. 8. A(n) _______ is used to test the continuity in a switch. 9. True or False? Motorcycle or ATV vibration can cause premature light bulb failures. 10. The flywheel is held in place by a small piece of metal known as a(n) _______. Check your answers with those on page 53.
Table 11Continued
Road Test 5
35
TROUBLESHOOTING CHASSIS PROBLEMS

There are many different things that can go wrong with a motorcycle or ATV chassis, and determining the problem from a verbal complaint can be very difficult. This is because of the ways in which a chassis can react to different problems. An example is a steering head that shakes at certain speeds. Shake in the steering head could be caused by a problem relating
to the front of the motorcycle, or it could be caused by a worn or out-of-balance rear tire! Therefore, you must be careful when attempting to solve a chassis-related problem. Whenever youre troubleshooting a chassis problem, be sure to make only one adjustment at a time; and also, make only small adjustments each time. Chassis problems can be broken down into three categories: Handling problems Wheel and tire problems Brake problems The following tables give you some of the common problems found related to motorcycle and ATV chassis systems, as well as suggestions that will most likely resolve the problem.
Table 12 HANDLING-AND-PERFORMANCE TROUBLESHOOTING Symptom Problem Difficult steering y Improper tire pressures y Worn tires y Worn or excessively tight steering-head bearings y Steeringhead nut too tight y Steering stem bent Steers off to one side or does not track straight y Improperly adjusted fork height y Bent axle (front or rear) y Bent forks y Bent frame y Wheels improperly aligned y Swing arm bent y Worn-out wheel bearings y Worn swing arm Machine wobbles y Bent rim y Worn wheel bearings y Worn-out tire y Tires incorrect for application y Tire pressure incorrect
(Continued)
Motorcycle Troubleshooting Table 12 HANDLING-AND-PERFORMANCE TROUBLESHOOTING Symptom Problem Suspension excessively soft y Worn or improper fork springs yContaminated shock or fork oil y Insufficient shock or fork-oil viscosity y Fork air pressure too low (when applicable) y Fork-oil level low y Incorrect fork-spring adjustment y Tire pressure too low y Incorrect nitrogen pressure (rear gas shocks) Suspension excessively hard y Bent fork or shock y Fork-oil level too high yFork-oil viscosity too high y Fork air pressure too high (when applicable) y Tire pressure too high y Incorrect shock-spring adjustment Handlebars shake excessively y Tire(s) worn or out of balance y Rim(s) bent y Swing arm pivot worn yWheel bearings worn out y Handlebar clamping device loose y Steering stem loose Table 13 WHEEL AND TIRE TROUBLESHOOTING Symptom Problem Wheel turns hard y Improperly adjusted brake y Worn wheel bearings Difficult steering y Improper tire pressures y Worn tires Steers off to one side or doesnt track straight yyy Bent axle (front or rear) Wheels improperly aligned Worn wheel bearings Machine wobbles y Bent rim y Worn wheel bearings y Worn-out tire y Tires incorrect for application y Tire pressure incorrect Suspension excessively soft y Tire pressure too low Suspension excessively hard y Tire pressure too high
Table 12Continued (Continued)
36
Motorcycle Troubleshooting 37 Table 13 WHEEL AND TIRE TROUBLESHOOTING Symptom Problem Handlebars shake excessively yyy Tire(s) worn or out of balance Rim(s) bent Worn wheel bearings Table 14 BRAKE TROUBLESHOOTING HYDRAULIC BRAKES Symptom
Problem Brakes soft or spongy y Air in brake line y Worn brake pads or disc y Worn or leaking master-cylinder seals y orn or leaking W caliper seals y Sliding caliper stuck (when applicable) yLow or contaminated brake fluid y Bent brake lever Brakes hard to pull or push yyy Clogged or restricted master-cylinder valve Sticking caliper piston Sliding caliper stuck (when applicable) Brakes drag y Contaminated brake pads y Wheel out of alignment y Worn brake pads y Warped brake disc y Sliding caliper stuck (when applicable) Brakes squeak when applied yyyy Sticking caliper piston Worn brake pads Worn brake disc Contaminated brake pads or disc 38 Motorcycle Troubleshooting Table 15 BRAKE TROUBLESHOOTING MECHANICAL BRAKES Symptom Poor brake performance Brake lever hard or slow to return Brakes squeak when applied Problem y Improperly adjusted brakes y Worn brake drum y Worn brake linings y Worn brake cam y Brake cable in need of lubrication y Contaminated brake linings or drum y Broken brake-return spring y Improperly adjusted brakes y Brake cable sticking y Improperly installed brake linings y Worn brake drum y Worn brake linings y Contaminated brake linings or drum
1. True or False? Improper tire pressures can be the cause of many different chassisrelated problems. 2. A hydraulic brake system that has a soft or spongy feel probably has _______ in the brake lines. 3. True or False? A motorcycle steering head vibration problem will always indicate a problem in the front end of the machine. 4. What are the three major categories of chassis problems? Check your answers with those on page 54.
Road Test 6
CONCLUSION
When you are troubleshooting a motorcycle, you should ask the following questions: Will the engine turn over? Is there compression? Is the air-and-fuel mixture in the proper ratio? Does ignition occur at the correct time? When the answer to each of these questions is yes, the engine will run. Your job as a repair technician is to be sure the answers are all yes. You can do this using the information and procedures described in this study unit. In addition to having the engine run, its important that the engine run well. How well the engine runs depends on three of the previously mentioned factors (compression, air-and-fuel mixture, and ignition) being set to the proper specifications. To conclude this study unit on motorcycle and ATV troubleshooting, weve compiled a guide that covers virtually every aspect of troubleshooting a motorcycle or ATV problem. This guide is designed for a motorcycle or ATV with an electric starting system and electronic ignition system, which are used on the majority of vehicles. Although youll find this list to be very large, it by no means contains every possible cause for each problem listed. This guide is intended to aid you in troubleshooting problems by giving you some of the more common causes of the problems listed.
Table 16 ENGINE TROUBLESHOOTING DOESNT START, STARTING DIFFICULTY Symptom Starter motor not operating
Starter motor operates but engine doesnt turn over Problem y Starter lockout or neutral-switch trouble y Starter-motor trouble y Battery voltage low y Relays not contacting or operating y Starter button not contacting y Wiring open or short y Ignition-switch trouble y Engine stop-switch trouble y Fuse blown y Starter-motor clutch trouble
(Continued)
40 Motorcycle Troubleshooting ENGINE TROUBLESHOOTING DOESNT START, STARTING DIFFICULTY Symptom Engine wont turn over No fuel flow Engine flooded No spark or weak spark Compression low Problem y Valve seizure y Rocker arm seizure y Cylinder, piston seizure y Crankshaft seizure y Connecting rod seizure y Transmission gear or bearing seizure y Camshaft seizure y Fuel petcock clogged y Fuel tank air vent obstructed y Fuel line clogged y Float valve clogged y Fuel level in carburetor float bowl too high y Float valve worn or stuck open y Starting technique faulty (When flooded, crank the engine with the throttle fully open to allow more air to reach the engine.) y Battery voltage low y Spark plug dirty, broken, or misadjusted y Spark plug cap or high-tension wiring trouble y Spark plug cap not making good contact y Spark plug incorrect y IC igniter trouble y Neutral, starter lockout, or side-stand switch trouble y Pickup coil trouble y Ignition coil trouble y Ignition or engine stop switch shorted y Wiring shorted or open y Fuse blown y Spark plug loose y Cylinder head not sufficiently tightened down y No valve clearance y Cylinder, piston worn y Piston ring bad (worn, weak, broken, or sticking) y Cylinder-head gasket damaged yCylinder head warped yValve spring broken or weak y Valve not seating properly (valve bent or worn, or carbon accumulation on the seating surface)
Table 16Continued
Table 16 Motorcycle Troubleshooting 41 Spark weak y Battery voltage low y Spark plug dirty, broken, or improperly adjusted y Spark plug cap or high-tension wiring trouble ySpark plug cap shorted or not in good contact y Spark plug incorrect y Ignition coil trouble y Pilot screw improperly adjusted y Pilot jet or air passage clogged y Air-bleed pipe bleed holes clogged y Air cleaner clogged, poorly sealed, or missing y Choke stuck y Fuel level in carburetor float bowl too high or too low y Fuel tank air vent obstructed y Carburetor holder loose y Air-cleaner duct loose y Spark plug loose y Cylinder head not sufficiently tightened down y No valve clearance y Cylinder, piston worn y Piston ring bad (worn, weak, broken, or sticking) y Piston ring/land clearance excessive y Cylinder head warped yCylinder-head gasket damaged y Valve spring broken or weak y Valve not seating properly (valve bent or worn, or carbon accumulation on the seating surface) y IC igniter trouble
y Carburetors not synchronized y Carburetor vacuum piston doesnt slide smoothly y Engine oil viscosity too high y Drive train trouble y Brake dragging y Air suction valve trouble y Vacuum switch valve trouble Air-and-fuel mixture incorrect Compression low Other Symptom Problem Table 17 ENGINE TROUBLESHOOTING RUNS POORLY AT LOW SPEED 42 Motorcycle Troubleshooting Firing incorrect Air-and-fuel mixture incorrect Compression low Knocking Symptom Problem y Spark plug dirty, broken, or improperly adjusted y Spark plug cap shorted or not in good contact y Spark plug incorrect yIC igniter trouble y Pickup coil trouble y Ignition coil trouble y Choke stuck y Main jet clogged or wrong-size jet needle or needle jet worn y Air jet clogged y Fuel level in carburetor float bowl too high or too low y Bleed holes of air-bleed pipe or needle jet clogged y Air cleaner clogged, poorly sealed, or missing y Air-cleaner duct poorly sealed yWater or foreign matter in fuel y Carburetor holder loose y Fuel tank air vent obstructed y Fuel petcock clogged y Fuel line clogged y Spark plug loose y Cylinder head not sufficiently tightened down y No valve clearance y Cylinder, piston worn y Piston ring bad (worn, weak, broken, or sticking) y Piston ring/land clearance excessive y Cylinder-head gasket damaged yCylinder head warped y Valve spring broken or weak y Valve not seating properly (valve bent or worn, or carbon accumulation on the seating surface) y Carbon buildup in combustion chamber y Fuel poor quality or incorrect fuel y Spark plug incorrect y IC igniter trouble
(Continued)
Table 18 ENGINE TROUBLESHOOTING RUNS POORLY OR NO POWER AT HIGH SPEED Motorcycle Troubleshooting 43 ENGINE TROUBLESHOOTING RUNS POORLY OR NO POWER AT HIGH SPEED Symptom Problem y Throttle valve wont fully open y Vacuum piston doesnt slide smoothly y Brake dragging y slipping yOverheating yEngine oil level too high y Engine oil viscosity too high y Drive train trouble y suction valve trouble y Vacuum switch valve trouble Miscellaneous
Table 18Continued
Clutch Air
Table 18 Firing incorrect y Spark plug dirty, broken, or improperly adjusted y Spark plug incorrect y IC igniter trouble y Main jet clogged or wrong size y Fuel level in carburetor float bowl too low y Carburetor holder loose y Air cleaner poorly sealed or missing y Air-cleaner duct poorly sealed yAir cleaner clogged y Carbon buildup in combustion chamber Air-and-fuel mixture incorrect Compression high Engine load faulty Lubrication inadequate Gauge incorrect Coolant incorrect
y Clutch slipping y Engine oil level too high y Engine oil viscosity too high y Drive train trouble y Brake dragging y Engine oil level too low y Engine oil poor quality or incorrect y Water-temperature gauge broken y Water-temperature sensor broken y Coolant level too low y Coolant deteriorated Symptom Problem Table 19 ENGINE TROUBLESHOOTING OVERHEATING
(Continued)
44 Motorcycle Troubleshooting Table 19 ENGINE TROUBLESHOOTING OVERHEATING Symptom Problem Cooling-system component incorrect y Radiator clogged y Thermostat trouble y Radiator cap trouble y Thermostatic-fan switch trouble y Fan relay trouble y Fan motor broken y Fan blade damaged y Water pump not turning y Water pump impeller damaged Table 20 ENGINE TROUBLESHOOTING OVERCOOLING Symptom Problem Gauge incorrect y Water-temperature gauge broken y Water-temperature sensor broken Cooling-system component incorrect y Thermostatic-fan switch trouble y Thermostat trouble Motorcycle Troubleshooting 45 Table 21 DRIVE TRAIN TROUBLESHOOTING CLUTCH PROBLEMS Symptom Problem Clutch slipping y No clutch lever play y Friction plate worn or warped y Steel plate worn or warped y Clutch spring broken or weak y Clutch cable improperly adjusted y Clutch inner cable catching y Clutch-release mechanism trouble y Clutch hub or housing unevenly worn y Clutch lever play excessive y Clutch plate warped or too rough y Clutch spring tension uneven y Engine oil deteriorated y Engine oil viscosity too high y Engine oil level too high y Clutch driveshaft or housing frozen y Clutch-release mechanism trouble y Clutch-hub locknut too tight Clutch not disengaging properly Table 22 DRIVE TRAIN TROUBLESHOOTING GEAR SHIFT PROBLEMS Symptom Doesnt go into gear; shift pedal doesnt return Problem y Clutch not disengaging y Shift fork bent or seized y Gear stuck on the shaft y Gear-positioning lever binding y Shift return spring weak or broken y Shift return-spring pin loose y Shift-mechanism arm spring broken y Shift-mechanism arm broken y Shift pawl broken 46 Motorcycle Troubleshooting Symptom DRIVE TRAIN TROUBLESHOOTING GEAR SHIFT PROBLEMS y Shift fork worn Problem Jumps out of gear Overshifts y Gear groove worn y Gear dogs and/or dog holes worn y Shift drum groove worn y Gear positioning-lever spring weak or broken y Shift fork pin worn y Drive shaft, output shaft, and/or gear splines worn y Gear positioning-lever spring weak or broken y Shift-mechanism arm spring broken
Table 22Continued
Table 22 Knocking Piston slap Valve noise y IC igniter trouble y
Carbon buildup in combustion chamber y
Fuel poor quality or incorrect fuel y
Spark plug incorrect yOverheating y Cylinder-to-piston clearance excessive yCylinder or piston worn y Connecting rod bent y Piston pin or piston holes worn y Valve clearance incorrect y Valve spring broken or weak y Camshaft bearing worn Symptom Problem Table 23 ABNORMAL-NOISE TROUBLESHOOTING ENGINE Motorcycle Troubleshooting 47 ABNORMAL-NOISE TROUBLESHOOTING ENGINE Symptom Miscellaneous engine noise Problem y Connecting rod small-end clearance excessive y Connecting rod big-end clearance excessive y Piston ring worn, broken or stuck y Piston seizure, damage y Cylinder-head gasket leaking y Exhaust pipe leaking at cylinder-head connection y Crankshaft runout excessive y Engine mounts loose y Crankshaft bearing worn y Primary chain worn y Camshaft chain tensioner trouble y Camshaft chain, sprocket, guide worn y Loose alternator rotor y Air suction valve damaged yVacuum switch valve damaged y Balancer gear worn or chipped yBalancer-shaft position improperly adjusted y Balancer bearing worn yStarter chain, sprocket, guide worn
Table 23Continued
Table 23 Table 24 ABNORMAL-NOISE TROUBLESHOOTING DRIVE TRAIN Symptom Problem Clutch noise Transmission noise y Weak or damaged rubber damper y Clutch-housing/friction-plate clearance excessive y Clutch-housing gear worn y Bearings worn yTransmission gears worn or chipped y Metal chips jammed in gear teeth y insufficient
(Continued)
Engine oil
48 Motorcycle Troubleshooting ABNORMAL-NOISE TROUBLESHOOTING DRIVE TRAIN Symptom Problem Drive chain noise y Drive chain adjusted improperly y Chain worn y Rear sprocket and/or engine sprocket worn y lubrication insufficient y ear wheel misaligned R
Table 24Continued
Chain
Table 24 Front fork noise y Oil insufficient or too thin y Spring weak or broken y Shock absorber damaged y Pad installed incorrectly y Pad surface glazed y Disc warped y Caliper trouble y Bracket, nut, bolt, etc., not properly mounted or tightened Rear shock absorber noise Disc-brake noise Miscellaneous frame noise Symptom Problem Table 25 ABNORMAL-NOISE TROUBLESHOOTING FRAME Motorcycle Troubleshooting 49 Table 26 EXCESSIVE-EXHAUST-SMOKE TROUBLESHOOTING Symptom Blue smoke Black smoke Problem y Piston oil ring worn y Cylinder worn yValve oil seal damaged y Valve guide worn y gasket damaged y Engine-oil level too high
Cylinder-head
y Air cleaner clogged y Main jet too large or fallen off yStarter plunger stuck open y Fuel level in carburetor float bowl too high Table 27 HANDLING/STABILITY TROUBLESHOOTING Symptom Handlebar hard to turn Handlebar shakes or excessively vibrates Handlebar pulls to one side Problem y Steering-stem locknut too tight y earing damaged y B Steering bearing lubrication inadequate y Steering stem bent y Tire air pressure too low y Tire worn y Swing-arm pivot bearing worn yRim warped or not balanced y Wheel bearing worn y Handlebar clamp loose y Steering-stem head nut loose y Frame bent y Wheel misalignment y Swing arm bent or twisted y Steering improperly adjusted y Front fork bent y Right/left fork legs unbalanced (oil level, air pressure)
(Continued)
50 Motorcycle Troubleshooting HANDLING/STABILITY TROUBLESHOOTING

Table 27Continued
Table 27 Symptom Shock absorption too hard Problem y Front-fork oil excessive y Front-fork oil viscosity too high y Front-fork air pressure too high yRear shock absorber improperly adjusted y Tire air pressure too high y Front fork bent Shock absorption too soft yyyy Front-fork oil insufficient and/or leaking Front-fork oil viscosity too low Front fork, rear shock-absorber spring weak Rear shock-absorber oil leaking Table 28 BRAKE TROUBLESHOOTING Symptom Front brake doesnt hold Rear brake doesnt hold Problem y Air in brake line y Brake pad or disc worn y Brake fluid leak y Disc warped y Contaminated brake pad y Brake fluid deteriorated y Primary or secondary cup damaged y Master cylinder scratched inside y Brake improperly adjusted y Brake lining or drum worn yOverheated y Water in brake drum y Brake cam, camshaft worn y Oil on brake linings Motorcycle Troubleshooting 51 Table 29 BATTERY/WARNING-LIGHT INDICATION TROUBLESHOOTING Symptom Battery discharged Battery overcharged Oil pressure warning light goes on Problem y Battery faulty (e.g., plates sulfated, shorted through sedimentation, electrolyte level too low) y Battery leads making poor contact y Excessive electrical load y Ignition switch trouble y Regulator/rectifier defective y Wiring faulty y Regulator trouble y Engine-oil pump damaged y Engine-oil screen clogged y Engine-oil level too low y Engine-oil viscosity too low y Camshaft bearings worn y Crankshaft bearings worn y Oil-pressure switch damaged y Wiring damaged y Relief valve stuck open y O-ring at the oil pipe in the crankcase damaged 52 Motorcycle Troubleshooting
NOTES
53
14
Road Test Answers

1. symptom
2. In the appropriate service manual 3. Verify the problem, isolate the problem, repair the problem, and verify the repair 4. Constantfailures,intermittentfailures, and failures caused by improper service 5. Lackingtheself-confidencetoperform the task at hand
2
1. blue 2. Piston,connectingrod,orcrankshaft 3. compression 4. Ensurethatallignitionswitchesarein the Run position. 5. False
3
1. Excessivenoiseorseizedengine 2. Hardtoshift,jumpsoutofgear 3. True 4. Acloggedexhaust 5. Pressurizethecrankcaseanduse soapsuds to check for leaks. 1. four-stroking 2. lean 3. Water 4. Youshouldensurethatthechokeisoff. 5. rich 6. True 7. False 8. lean 9. rich
5
1. False 2. Overcharging,undercharging 3. On 4. ICMsareexpensivetoreplace. 5. True 6. regulator 7. False 8. ohmmeter 9. True 10. flywheel key (Woodruff key)
54 Road Test Answers
6
1. True 2. air 3. False 4. Handling,brake,wheelandtire
Examination 55
When you feel confident that you have mastered the material in this study unit, complete the following examination. Then submit only your answers to the school for grading, using one of the examination answer options described in your Test Materials envelope. Send your answers for this examination as soon as you complete it. Do not wait until another examination is ready. Questions 120: Select the one best answer to each question.
1. If the air-and-fuel mixture to a motorcycle or ATV engine is too rich, the problem could be caused by A. an empty gas tank. B. a full gas tank. C. an air leak between the carburetor and the intake manifold. D. leaving the choke in the On position. 2. What should always be the first step in the troubleshooting process? A. Identify the most obvious solution. B. Ensure that you received correct information about the problem. C. Test to make sure you repaired the problem. D. Follow repair procedures as outlined in your service manual. 3. A possible cause of a transmission that jumps out of gear is A. shifting at too low an engine speed. C. damaged shift fork or shaft. B. excessive play in the clutch lever.D. incorrect tire (wrong size) on the rear wheel.
EXAMINATION NUMBER:
03301900
Whichever method you use in submitting your exam answers to the school, you must use the number above. For the quickest test results, go to http://www.takeexamsonline.com
56 Examination
4. A symptom of a carburetor set too lean is A. an engine that surges at a steady throttle setting. B. an engine that runs worse as it warms up to operating temperature. C. an engine that generates excessive exhaust smoke. D. an engine with carbon-fouled spark plugs. 5. Name the tool thats used to test a light bulb after it has been removed from its socket. A. A voltmeter C. A coil tester B. An ammeter D. An ohmmeter 6. An excessive amount of _______ exhaust smoke may indicate a leaking cylinder-head gasket. A. black C. brown B. blue D. white 7. To check the field coil (when used) on an AC generator, you should measure the coils A. resistance. C. voltage.
B. current. D. wattage. 8. The purpose of putting soapsuds around the lower-end seals on a two-stroke engine is to A. check for oil leaks. B. clean the engine. 9. Brake drag can be caused by A. a brake lever adjustment thats too loose. B. a bent rim. 10. A motorcycle problem that results from incorrect reassembly during a routine inspection by the dealer C. check for a failed seal. D. lubricate the seals. would be considered a(n) _______ failure. A. constant C. intermittent B. improper-service D. troubleshooting 11. A _______ could be the cause of a flooded engine. A. restricted fuel shut-off valve C. stuck float B. choke thats stuck in the open position D. plugged fuel filter 12. A four-stroke motorcycle or ATV engine with insufficient valve clearance will have A. crankshaft seizure. C. incorrect ignition timing. B. low compression. D. extra power at higher speeds. 13. A correctly operating ignition system should produce a(n) _______colored spark at the spark plug electrodes when you check the plug for proper firing. A. blue C. yellow B. orange D. white 14. An engine that has low compression most likely has a problem associated with the A. connecting rod. C. piston rings. B. carburetor idle adjustment. D. base gasket. C. air in the brake line. D. a bent brake disk.
Examination 57
15. Worn camshaft or crankshaft bearings may cause the A. engine to speed up. C. battery to overcharge. B. oil pressure warning light to turn on. D. engine to stall. 16. If a battery requires more than routine checking and filling to keep the electrolyte at the correct level, this is an indication of a problem related to A. a faulty rectifier. C. a faulty regulator. B. a weak stator coil. D. high humidity. 17. If you remove the air filter and the engine runs better, this indicates a probable A. timing problem. C. choke thats stuck open. B. rich carburetor mixture. D. lean carburetor mixture. 18. What would be one of the first things youd check for if an electric starter motor turned slowly? A. A broken starter-motor chain C. A weak battery B. A blown fuse D. Damaged starter-motor idler gears 19. When checking for voltage at the generator (before the rectifier circuit), there should be approximately _______ between the connections while the engine is running. A. 612 VAC C. 1215 VDC B. 612 VDC D. 1215 VAC 20. Improper tire pressures can cause a motorcycle or ATV to A. have difficult steering characteristics. C. jump out of gear frequently. B. shift hard. D. have intermittent brake problems.

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Study Unit

Ed Abdo About the Author

TROUBLESHOOTING A MOTORCYCLE OR ATV THAT WONT START . . . . . 6

TROUBLESHOOTING ENGINE LOWER-END AND EXHAUST SYSTEMS . . . . 11

TROUBLESHOOTING CHASSIS PROBLEMS . . . . . . . . . . . . . . . . . . 35 CONCLUSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 ROADTESTANSWERS ............................53 EXAMINATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55

SYSTEMATIC APPROACHES TO SOLVING PROBLEMS

Beginning the Troubleshooting Process

TROUBLESHOOTING A MOTORCYCLE OR ATV THAT WONT START

TROUBLESHOOTING ENGINE LOWER-END AND EXHAUST SYSTEMS

Troubleshooting the Lower End

Two-stroke Pressure Testing

TROUBLESHOOTING CARBURETOR PROBLEMS

Common Symptoms of a Rich Carburetor Mixture

Common Symptoms of a Lean Carburetor Mixture

When Is the Problem Apparent?

Other Carburetor-related Problems

Carburetor Operation Summary

TROUBLESHOOTING ELECTRICAL PROBLEMS

Charging Systems That Discharge or Charge Poorly

Charging Systems That Overcharge

Ignition-system Troubleshooting No Spark

Electric Starter-motor Troubleshooting

TROUBLESHOOTING CHASSIS PROBLEMS

Table 22 Knocking Piston slap Valve noise y IC igniter trouble y

Carbon buildup in combustion chamber y

Fuel poor quality or incorrect fuel y

50 Motorcycle Troubleshooting HANDLING/STABILITY TROUBLESHOOTING

Road Test Answers

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